Ground effects vehicle and an air terminal

ABSTRACT

This invention is directed to a ground effects vehicle capable of resting on and moving on a cushion of gas such as air or nitrogen or other suitable gases. This ground effects vehicle is capable of moving and maneuvering heavy objects over a relatively smooth terrain such as concrete and asphalt and, also, over an unfriendly terrain such as a rough terrain like earth and terrains with a low load-carrying capability such as soft ground, a marsh, snow and relatively thin concrete.

United States Patent 191 Thompson, deceased et al.

1 GROUND EFFECTS VEHICLE AND AN AIR TERMINAL [76] Inventors: .1. DaleThompson, deceased, late of Seattle, Wash; Dorothy B. Thompson,executrix, 3265 41st. Southwest, Seattle, Wash. 981 I6 [22] Filed: Aug.10, 1970 [21] Appl. No.: 62,307

[52] US. Cl. 180/117; 180/119; 244/50; 244/114; 180/118; 104/23 FS [51]Int. Cl. 860v l/04; B60v 3/00 [58] Field of Search 180/116-121; 214/85;244/114, 5 D; 14/71, 72; 104/23 FS [56] References Cited UNITED STATESPATENTS 3,162,404 12/1964 Squire 244/114 R 3,182,343 5/1965 Larson 14/723,270,827 9/1966 Mant1e......... 180/117 3,273,833 9/1966 Windecker...244/124 X 3,342,279 9/1967 Downhill...... 180/120 3,380,690 4/1968 Rego.1 244/114 R 1 July 8, 1975 3,419,164 12/1968 O'Neill 180/125 X3,508,838 4/1970 Martenson... 181/33 R 3,541,743 11/1970 Kness 14/713,589,058 6/1971 Labat.... 180/117 3,613,821 10/1971 Kerr 180/1253,648,799 3/1972 Young et a1. 180/121 FOREIGN PATENTS OR APPLICATIONS782,892 4/1968 Canada 180/125 895,341 5/1962 United Kingdom 244/114Primary Examiner-Kenneth H. Betts 5 7 ABSTRACT This invention isdirected to a ground effects vehicle capable of resting on and moving ona cushion of gas such as air or nitrogen or other suitable gases. Thisground effects vehicle is capable of moving and maneuvering heavyobjects over a relatively smooth terrain such as concrete and asphaltand, also, over an unfriendly terrain such as a rough terrain like earthand terrains with a low load-carrying capability such as soft ground, amarsh, snow and relatively thin concrete.

103 Claims, 34 Drawing Figures mwwsmm 8 ms SHEET 10 I": R I I I T T A III I I I 448 I l I I I I (km I I I I I 446 I I I I I I442 fi v I Iii Izi\ I I 44 I 40 43 442 w m i W T2 n: I: I34 E460 la 45's 1 GROUND EFFECTSVEHICLE AND AN AIR TERMINAL This invention is also directed to an airterminal having a ground facility for servicing an airplane, for loadingpassengers onto and for unloading passengers off of an airplane in lesstime and with greater safety to both the passengers and to the airplanethan previously used ground facilities. Further, cargo and baggage maybe more easily and more quickly loaded onto the airplane and unloadedfrom the airplane.

The ground effects vehicle and the air terminal may be used alone or maybe used in conjunction with each other.

An airplane landing at an air facility, not using my ground effectsvehicle or my air terminal, upon leaving the runway taxies to an apronunder its own power or, with its engines running. This increases thefuel consumption of the airplane so as to increase the cost and alsoadds pollution to the atmosphere from the products of combustion of theairplane fuel. At the air terminal the ground guidance crews direct thepilot for maneuvering the airplane. The jetways, passenger loadingramps, extend out to meet the airplane for the passengers to unload.Further, there are numerous service vehicles moving around the airplaneto service this airplane. For example, there is a baggage servicevehicle, a fuel truck, a water truck, a galley truck, and a toiletservice vehicle. These vehicles moving around the airplane addcongestion and confusion around the airplane and, unfortunately, fromtime to time one of the vehicles may strike or hit the airplane. Then,it is necessary to inspect the airplane to determine the extent of thedamage to the airplane. If the skin of the airplane has been damaged anddented the airplane is not permitted to fly. Instead, it is necessary tomove the airplane to a maintenance area where the damage to the airplaneis repaired. This may delay the service of the airplane. Further, theairplane is not in use for an indefinite time period and there is moneylost due to the inactivity of the airplane.

While an airplane is being loaded with passengers the fuel is piped froma fuel truck to the airplane. There is the possiblility of spillage orleakage of the fuel and therefore the possibility of a fire.

After the airplane has been loaded with passengers the jetways areretracted and by means of two trucks the airplane is backed away fromand maneuvered away from the air terminal and manuevered to a taxi area.

While the airplane is still at the terminal, and before being maneuveredto the taxi area, the engines of the airplane are started. The airplaneapproaches the runway. In certain congested airports and under certaincongested conditions it may require a wait of approximately 45 minutesbefore the airplane, after the engines have been started, is permittedto take off from the runway. In this 45-minute waiting period theengines are running, fuel is being consumed and the products ofcombustion of this fuel are released to the atmosphere so as to pollutethe atmosphere.

With modern airplanes such as the large jet commercial airplanes likethe airbus, the 747 and the smaller commercial jet airplanes like the700 series, the DC-8s and the DC-9s, it is necessary to have substantialground support area. For example, for these airplanes it is necessary tohave a ground support area of approximately 18 inches of reinforcedconcrete. Further,

there is a tractor for moving these airplanes from the air terminal tothe taxi area. With the new large airplanes such as the 747 airplane thetractor is quite large and very powerful. For example, the tractor formoving the 747 is so large and powerful that it can literally tearpieces of concrete out of the apron near the air terminal and also outof the runway. By tearing these pieces of concrete there is damage tothe apron and to the taxi area.

In certain instances an airplane may crash or run off of the runway soas to still be relatively intact and yet not capable of flying or notcapable of moving under its own power on its own landing gear.Sometimes, the airplane is jacked up or elevated and a dummy landinggear is placed under the airplane and the airplane is towed to betterfacilites. Further, at certain times the airplane is repaired at thesite. Still further, a crane is brought in and the airplane, if it be asmall airplane, is lifted onto a flat-bed type trailer and hauled away.

Although, not related to an air terminal or an airport, but still of asimilar problem with moving heavy loads, is the problem of servicingcertain units in rural and undeveloped areas. For example, missile basesin the United States, such as in North and South Dakota and Montana, areoften in rural and undeveloped areas. The terrain around these missilebases may not be friendly and in order to construct the missile basesand to use the bases it is necessary to construct roads for servicingthe bases. To use these roads it is necessary to have a road of acertain loadcarrying capacity. In the construction of these missilebases it is necessary to have a road capable of carrying heavy loads.Further, from experience, the use of these roads may be restricted tocertain times of the year. For example, the use of these roads may berestricted to the summer, fall and winter. In the spring when the snowis melting and the ground is soft it may not be possible to use theseroads for carrying exceedingly heavy loads.

Another example of the necessity of building roads to carry heavy loadsis the installation, in Afganistan, of diesel-electric generating sets.For example, 1971 in Afganistan there is scheduled to be installed sixdieselelectric generating sets of 2,300 kva. Each of these sets weighsapproximately 300,000 pounds. In order to install these sets it will benecessary to construct special roads having the load-carryingcapability.

In regard to an air terminal all services at the air terminal arebrought to the airplane. There is considerable congestion around theairplane due to the service trucks and service facilities and because ofthe service trucks and service facilites there is a likely chance ofdamage to the airplane and therefore the taking of the airplane out ofservice.

The prior-used air terminals do not economically utilize the servicearea for the airplane. These terminals require double handling ofbaggage, cargo, and fuel. Further, the area required by the air terminalis excessively large because of the requirement for airplane maneuveringarea. These result in a loss of time, a loss of manpower and moremanpower is required to service the airplane and this results in anadded expense. Further, the transferring of the fuel from the fuel truckto the airplane is a dangerous function and may result in a fire or anaccident.

With this background, having worked as a consulting engineer and workedaround airplanes and air termirials l have realized some of the problemsinvolved and some of the limitations of the facilities for handlingairplanes at air terminals and also some of the limitations of the airterminals. Accordingly, I have made the subject invention for a groundeffects vehicle and also for an air terminal.

In this invention there is a ground effects vehicle which allows freemovement of the airplane around the apron, the taxi area and themaintenance facility, without the use of the airplane engines. Theairplane can be moved in these areas and regions on said ground effectsvehicle without the airplane engine being operated. The ground effectsvehicle rests on a cushion of gas. It is not necessary to operate theairplane engines and therefore there is a savings in fuel and there isless pollution of the air. Further, less area is required formaneuvering the airplane around the air terminal and there is lessmaintenance expense for the concrete around the air terminal, the apronand the taxi areas. The power required to move the airplane on theground effects vehicle is very small as the ground effects vehicle isresting on a cushion of gas.

In regard to areas other than an air terminal, such as unfriendlyterrain, a less expensive road construction and development is requiredas the load-carrying requirement of the road is relatively small due tothe large surface area of the ground effects vehicle and the small unitloading on the road. Further, with this ground effects vehicle it ispossible to move a load over areas of different surface characteristicssuch as concrete which is relatively smooth, a marsh, snow and earth.The earth may be relatively rough and undulating. For example, the earthmay have a washboard appearance or may be in its natural state or in arough graded state such as a pasture or a plowed field.

Now, in regard to the air terminal there are service facilities at eachloading dock. These service facilities are in the core of the loadingclock. It is not necessary to have service trucks moving around theairplane. Therefore, there is less possibility of a service truckrunning into the airplane and damaging the airplane so as to requiretaking the airplane out of service. The loading facilities may be suchthat the fuel may be introduced into the airplane through a pipe orflexible tube, the water may be introduced into the airplane through apipe or flexible tube and the toilet facilities may be drained through apipe or flexible tube. The galley may be restocked through a jetwayconnecting with the terminal core. Likewise, baggage may be removed fromthe airplane and added to the airplane by means of a jetway connectingwith the central core. Further, the roof of the air terminal may beutilized for taxi service and helicopter service. There connects withthe central core a plurality of loading docks. These loading clocks areof a cantilever construction so that the wings of the airplane may passunderneath the loading docks. At the air terminal the airplane iselevated off of the surrounding surface area so as to more readilyunload and load passengers and also to service the airplane.

With this background of the ground effects vehicle and the air terminalan object and advantage of this invention at the air terminal is toreduce the turn-around time of the airplane so as to realize moreproductive use of the airplane; to lessen the possibility of damage tothe airplane at the air terminal; to reduce the number of operations andthe time of the operations in regard to the maintenance of the airplaneat the airport; to increase the space utilization of the airport, saidspace utilization including both the area around the airport and the airterminal and also the vertical dimension of the air terminal; to reducethe non-revenue producing cost of the air terminal; to provide betteraccessibility for the passengers with respect to the airplane, both forthe passengers loading onto the airplane and the passengers departingfrom the airplane; to provide better accommodation for the passengers atthe airport with respect to reaching the airplane; to provide greaterconvenience for the passenger to reach the air terminal and also todepart from the air terminal; to reduce the pedestrian traffic withinthe air terminal; to provide the personnel at the air terminal with ameans for more completely and more thoroughly accounting for thepassenger loading onto the airplane and departing from the airplane; toprovide at the air terminal apparatus for determining the weight andbalance of the airplane while docked at the air terminal; and, toprovide apparatus at the air terminal for removing ice from the airplanewhile simultaneously loading and unloading the passengers with respectto the airplane. With respect to the ground effects vehicle at the airterminal an object of this invention is to make it possible to increasethe maneuverability of the aircraft at the air terminal; to reduce themaneuvering space for the aircraft at the air terminal; to reduce thecost of maintenance of the taxi and apron areas at the air terminal; toreduce the need of cleaning apparatus, such as snow plows, at an airterminal to keep clean the taxi and apron areas; to reduce, and/oreliminate, the requirements for flight crews around the airport tocontrol the movement of the aircraft from the air terminal to themaintenance area; to reduce the use of the aircraft engines around theair terminals; to lessen the time of operation of the aircraft enginesaround the air terminals and thereby increase the useful operating timeof said aircraft engines; to lessen air pollution, noise pollution andthermal pollution around the air terminals as the aircraft engines arenot operating while on the taxi areas and the apron areas around the airterminal; to lessen the operating cost of the aircraft around the airterminals as the aircraft engines are not operating while the aircraftis on the taxi area or the apron area and thereby lessen the amount offuel required; to increase the maneuverability of the aircraft aroundand in the maintenance area and maintenance hangar with a minimum ofeffort; to make possible a greater usage of the area around the airterminal; and, to assist in removing damaged aircraft from the runwayarea and from the apron and taxi areas around the air terminal. Anotherobject of this invention, with the ground effects vehicle other than atthe air terminal, is to allow the transportation of heavy objects andloads over terrain not capable of supporting heavy axle loads asrealized with wheel-type vehicles; to reduce the cost of construction ofa road bed; to lessen the flow time of construction of a road bed; tomake it possible to more readily position a load on said ground effectsvehicle for installation at the site of usage; to eliminate doublehandling of all cargo loads as the ground effects vehicle can serve,both as a lighter and a land vehicle; to be useful in salvage and rescuework in flooded areas; to handle military impedimenta over unimprovedterrain; and, to move over undeveloped terrain and to carry loads overundeveloped terrain on an air cushion and which terrain may haveelevation variations of approximately 24 inches.

These and other important objects and advantages of the invention willbe more particularly brought forth upon reference to the accompanyingdrawings, the detailed description of the invention and the appendedclaims.

In the drawings:

FIG. 1 is a fragmentary plan view illustrating a ground effects vehicleand, in particular, an air dock comprising a plurality of primarysections and a plurality of ramp sections;

FIG. 2 is a plan view of a ramp section;

FIG. 3 is a side elevational view of said ramp section;

FIG. 4, taken on line 4-4 of FIG. 2, is an end elevational view of saidramp section; and,

FIG. 5 is a cross-sectional view of said ramp section;

FIG. 6 is a plan view of a primary section, with the duct removed, andillustrates the storage area for the compressed gas reservoirs or tanks;

FIG. 7 is a side elevational view of said primary section of FIG. 6;

FIG. 8, on an enlarged scale, is a plan view, see the area defined bythe ellipse of FIG. 6, of the crust area in the duct of the primarysection;

FIG. 9, taken on line 99 of FIG. 8, illustrates the depressed area ofthe duct;

FIG. 10, illustrates the raised wheel stop and also illustrates theactuating mechanism for raising the wheel stop;

FIG. 11 is an isometric view looking at the underneath side of a primarysection and illustrates a recessed area in the air-tight base and alsoillustrates the depending circumscribing skirt around said recessedarea;

FIG. 12 is a vertical cross-sectional view of the depending skirt orapron circumscribing said air-tight base, and which skirt is extended soas to depend below said primary sections;

FIG. I3 is a cross-sectional view illustrating said apron or skirt beingpositioned in the recessed portion of said air-tight base andillustrates the hinged portion of said flexible apron or skirt;

FIG. 14 is a fragmentary view of the ramp section and illustrates atowing socket on said ramp section for moving said ground effectsvehicle;

FIG. 15 is an end elevational view of a retractable friction drive forsaid ground efi'ects vehicle;

FIG. 16 is a side elevational view of said retractable friction drivefor said ground effects vehicle;

FIG. I7 is an end elevational view of a cable clamp for mating with acable for moving said ground effects vehicle;

FIG. 18 is a side elevational view of said cable clamp for mating with acable for moving said ground effects vehicle, and also illustrates themeans for joining together a primary section and a ramp section;

FIG. 19 is a plan view of a ramp section and illustrates soundattenuation means and means for allowing gas to escape from underneaththe primary section and also means for reducing the dust created by theescapement of said gas from under said primary section;

FIG. 20 is a side elevational view of said ramp section and illustratessaid sound attentuation means and said means for allowing gas to escapefrom underneath said primary section;

FIG. 21 is an end elevational view of said ramp section, on a largerscale, and illustrates said sound attenuation means, means for allowingsaid gas to escape from underneath said primary sections and means forreducing the dust level due to the escapement of said gas fromunderneath said primary section;

FIG. 22 is a fragmentary vertical cross-sectional view illustrating thequick dump release means, in an open position, under said primarysection for allowing the rapid escape of compressed gas under saidprimary section, and also illustrates the depending flexible apron orskirt positioned under said primary section and near said recessedportion;

FIG. 23 is a fragmentary vertical cross-sectional view illustrating saidquick dump release means under said primary section and in a closedposition;

FIG. 24 is a schematic illustration of the apparatus for controlling theflow of compressed gas underneath the ground effects vehicle;

FIG. 25 is a schematic illustration of the leveling apparatus forcontrolling the level of said ground effects vehicle;

FIG. 26 is a schematic illustration of another apparatus, using asensing finger for controlling the flow of compressed gas underneathsaid ground effects vehicle;

FIG. 27 is a plan view of an air dock illustrating a plurality ofprimary sections and a plurality of ramp sections and, by means ofdotted lines in a rectangular pattern, illustrates the recessed portionin each primary section;

FIG. 28 is a plan view of a lifting means at an air terminal and, bymeans of phantom lines, illustrates a small ground effects vehicle beinglifted on a U-shaped lifting device and, by means of broken lines, alsoillustrates a large ground effects vehicle being lifted by said U-shapedlifting device and also by a straight bar lifting device;

FIG. 29 is a side elevational view of the subject matter of FIG. 28 andillustrates a small ground effects vehicle being lifted by said U-shapedlifting device and also by means of broken lines illustrates a largeground effects vehicle being lifted by said U-shaped lifting device andby said straight bar;

FIG. 30 is an end elevational view showing the straight bar liftingdevice in an extended position;

FIG. 31 is a plan view of an air terminal and illustrates the concourse,and the cantilevered air docks, and with the airplanes positioned on theground effects vehicle and at the air docks, and with the passengerloading and unloading ramps extending from the air docks to theairplanes;

FIG. 32 is a side elevational view illustrating said airplanes at theair terminal and with the wings of the airplane underneath saidcantilevered air docks and also with the airplanes positioned on theground effects vehicle and the ground effects vehicle being elevated bysaid supporting devices, and also illustrates the fact that theairplanes can be so positioned that the wings overlap but do notobstruct the positioning of the airplane with respect to the air docksfor loading and unloading passengers;

FIG. 33 is a plan view illustrating the cantilevered air docks of theair terminal, the concourse of the air terminal and illustrates a largeairplane such as the 747 being positioned at the air docks and withloading and unloading ramps connecting from the air docks to theairplane, and also illustrates a small airplane such as the 707 beingberthed at air docks designed for a 747 and illustrates the loading andunloading ramps connecting with the smaller airplane and alsoillustrates a service facility, such as a fuel line, water line orsewage line, connecting from the air dock to the smaller airplane; and,

FIG. 34 is an end elevational view of FIG. 33 and illustrates theairplanes being positioned at the cantilevered air docks with the wingsof the airplanes positioned underneath said cantilevered air docks andalso said airplanes being positioned on ground effects vehicles and withthe ground effects vehicles being elevated so that the loading andunloading ramps can connect with said airplanes, regardless of the sizeof the airplanes.

In FIG. 1 there is illustrated a plan view of an air dock 40. The airdock 40 comprises a plurality of primary sections 42 and ramp sections44.

Each primary section 42 comprises an upper surface deck 46 and a relieframp 48.

Each ramp section 44 comprises two sloping surfaces, a loading ramp 50and a relief ramp 52. Also, each ramp section 44 comprises a zero end54, a zero side 56, a connection end 58 and a connection side 60.

The relief ramp 48 of the primary section 42 is at the outer end of theprimary section. The inner ends 62 of the primary sections are joinedtogether. The connection sides 64 of the primary sections 42 are joinedtogether.

More appropriate, the connection side 60 of the ramp section 44 isjoined to the connection side 64 of the primary section 42. Theconnection end 58 of the ramp section 44 is joined to an adjoiningconnection end 58 of an adjacent ramp section 44.

In FIG. I it is seen that there are four ramp sections 44 and aplurality of primary sections 42 joined to make the integral air dock40.

It is to be realized that the air dock 40 may vary in length because ofthe variation in the number of primary sections.

In FIGS. 2, 3, 4 and there are various views of the ramp section 44. InFIG. 2 it is seen that there are numerous lateral support members 68 andnumerous longitudinal support members 78. The ramp section 44 is coveredby appropriate materials such as metal like steel or aluminum. Thecovering for the ramp section 44 is a checker-plate covering.

In FIG. 2 it is seen that there is a guide means 72. The guide means 72may be an illuminated guide means.

In FIG. 3 there is illustrated a side elevational view of said rampsection 44. Also, FIG. 3 illustrates the lateral support I-beams 68.

Further there is illustrated the battery storage section 74 for electricstorage batteries.

In FIG. 5 there is illustrated an end elevational view, taken at theconnection end 58 of the ramp section 44, and illustrates thelongitudinal I-beam supports 78.

In FIG. 4, taken on line 44 of FIG. 2, there is illustrated thelongitudinal l-beam support 78 and the illuminated guide means 72.

In FIGS. 6-11 there is illustrated details of construction of theprimary section 42.

In FIG. 6, a plan view of the primary section, there is illustrated thelateral I-beam support members 82 and the longitudinal I-beam supportmembers 84. Also, there is illustrated the high pressure gas storagevessels 86. The gas storage vessels 86 have pressure at approximatelyL500 psi. There is a main header 88 and a plurality of connection lines90 connecting the appropriate gas storage vessels 86 with the mainheader 88.

In FIG. 7 it is seen that there is a lower structural member 92. Thelower structural member 92 is elevated a few inches above the peripheralparts on the underneath side of the primary section 42. Moreparticularly, look at the right part of FIG. 7 and the underneath sideand it is seen that the structural member is elevated slightly above 94on the right end and above the inner end or connection end 96 on theleft. This may be referred to as a recessed area 98 in the primarysection 42. Circumscribing the recessed area 98 and connecting with thestructural member 92 is a depending flexible apron 100. The dependingflexible apron 100 is detailed in FIGS. 12 and 13.

In FIG. 8 there is illustrated the guide means 102. The guide means 102is flush with the upper surface deck 46 of the primary section 42. Belowthe illuminated guide means 102 there may be a source of illuminationsuch as an electric light.

In FIG. 9 there is illustrated the recess 104 in the upper surface deck46 of the primary section 42. The recess 104 is a nose wheel well forpositioning the nose wheel of an airplane.

In FIG. 10 there is illustrated a hinged stop 156 in the upper surfacedeck 46 of the primary section 42. It is seen that the upper surfacedeck 46 is discontinuous at 158 and that hinged stop plate 160 fillsthis discontinuity. The hinged stop plate 160 is hinged at 162 to partof the deck 46.

There is a moving means 164 for raising and lowering said hinged stopplate 160. The moving means 164 comprises a cylinder 168 and a ram orplunger 170. The cylinder 168 may be a hydraulic cylinder or a pneumaticcylinder or an electric motor. The cylinder 168 has a flange 172 whichconnects with the structural frame of the primary section 42.

The hinged stop plate 160 corresponds to the recess 104, see FIG. 9, forstopping the movement of the airplane wheels.

There may be as many stopping means 156 as de sired. For example, forvarious size airplanes the position of the stopping means 156 will vary.

In FIG. 11 there is an isometric view looking at the underneath side ofthe primary section. There is illustrated the recessed area 98 and thecircumscribing flexible apron 100. Also, in the recessed area 98 andunderneath the air-tight base 106 there is a framework 108. The frame108 comprises two spaced apart lateral members 1 l0 and a plurality oflongitudinal members 112. Again, the base 106 is an air-tight base andthe flexible apron 100 depends from the air-tight base or the frameworkfor the air-tight base. The frame 108 is the support frame for a liftingdevice which will be described in the latter part of this specification,and which lifting device is referred to by FIGS. 28, 29 and 30.

In FIG. 11 it is seen that there is illustrated the storage tank 86 forthe compressed gas, the lateral I- support beams 82, the longitudinalI-support beams 84, the relief ramp 48 and the structural members 114for said relief ramp 48.

In FIGS. 12 and 13 there is illustrated the depending flexible apron100. The upper end of the apron 100 is attached to an angle member onthe lower part of the primary section 42. The upper part of the flexibledepending apron 100 is attached to said angle member 120 by means of abolt 122. Between the head of the bolt 122 and the flexible apron 100 isa relief washer 9 124. On the lower depending end of the flexible apron100 is a sealing band 126.

The flexible apron 100 may be a flexible reinforced fiberglass. Thesealing band 126 may be neoprene or tetrafluoropolyethylene.

In FIG. 12 it is seen that the flexible apron 100 is depending from theprimary section 42. In this configuration the air pressure underneaththe primary section 42 is forcing upwardly the flexible apron 100. Theflexible apron 100 acts as a sealing means to try and contain the gasunderneath the primary section 42. In other words, the flexible apron100 functions as a collapsible valve when positioned between theair-tight base 106 of the primary section 42 and the surrounding surfacearea. To a degree, the flexible apron 100 and the sealing band 126conform to the surface of the lower surrounding area. If the surface ofthe lower surrounding area be irregular the sealing band 126 and theflexible apron 100 will conform to the irregularity so as to try andcontain the gas between the air-tight base 100 and the lower surroundingarea.

In FIG. 13 it is seen that the flexible apron 100 and the sealing band126, when the primary section 42 is resting on the lower surroundingarea, folds up into the recessed area 98 and underneath the primarysection 42. In this manner the flexible apron 100 is not damaged whenthe primary section 42, or the air clock 40, rests upon the lowersurrounding area.

In FIG. 14 there is illustrated a fragmentary portion of the rampsection 44 and the loading ramp 50. In the loading ramp 50 there is arecess 130. In the recess 130 there is positioned a tow ring 132. Thetow ring 132 connects with the ramp section 44 by suitable means such asbolts, rivets, and the like. The tow ring 132 makes it possible to towthe air dock 40, or a combination of a ramp section 44 and a primarysection 42, when elevated by means of compressed gas being releasedunderneath the air-tight base 106. Actually, with compressed gas beingreleased underneath the air-tight base 106 there is substantially nofriction between the air dock 40, or the primary section 42 and the rampsection 44, and the lower surrounding area and it is possible to towthese units with only a minimum of effort.

ln FIGS. 15 and 16 there is illustrated another means for propelling theair dock or a ramp section 44 and a primary section 42. In FIG. 16 thereis illustrated the primary section 42 and a ramp section 44 connectingwith the primary section 42. Also, there is illustrated the dependingflexible apron 100 and the sealing band 126. It is seen that the sealingband 126 is in contact with the lower surrounding area 134. Further, itis seen that there is the air-tight base 106. The propelling or tractionmeans is in the ramp section 44.

In the ramp section 44 there is provided a support structure 136. Thesupport structure 136 connects with an air cylinder 138. The aircylinder 138 has a ram 140. An air motor 142 is attached to the aircylinder 138 and moves the air ram 140. On the lower end of the air ram140 there is a housing 144. The housing 144 houses the wheels 146 and148. There is associated with the wheel 146 a motor 150 and there isassociated with the wheel 148 a motor 152. The motors 150 and 152 may beair motors or may be electric motors. By means of the motors 150 and 152and the wheels 146 and 148 it is possible to move and to steer the airdock 40 or the combi- 10 nation of the primary section 42 and the rampsection 44.

The air motor 142 sufficiently extends the air ram so that the wheels146 and 148 are in contact with the lower surrounding area 134.

In FIGS. 17 and 18 there is illustrated a towing mechanism for towing anair dock 40 or a combination of a primary section 42 and a ramp section44.

In the ramp section 44 there are structural horizontal members which tieinto the l-beams 78 of the ramp section. A plate 182 connects with thetwo structural members 180. The plate 182 positions a bracket 184 havingan upper and lower bearing 186. The bearings 186 position a shaft 188.On the shaft 188 is a retainer 190. The shaft 188 is capable of movingvertically in said retainer 190.

The shaft 188 on its lower end connects with a bracket 192. The bracket192 has a clamping device 194 which clamps onto a cable 196.

In FIGS. 17 and 18 it is seen that in the lower surrounding area, idest, the apron, there is a channel 198. The channel 198 is effectively ahousing for the cable 196.

The cable 196 is connected to a winch or yarder mechanism for moving thecable and thereby moving the air dock 40.

In FIG. 18 it is seen that the primary section 42 is connected to theramp section 44 by means of nuts and bolts 200 which connect theconnection side 64 of the primary section 42 to the connection side 60of the ramp section 44.

The nuts and bolts 200, and the passageways in the primary section 42and the ramp section 44 serve the purpose of aligning the primarysection and the ramp section and also serve the purpose of connectingtogether into an integral unit the primary section and the ramp section.

In FIGS. 19 and 20 there is illustrated a closure ramp 210 having a mainsurface deck 212 and a smaller sloping surface deck 214. At the junctionof the surface decks 212 and 214 there is a ridge 216.

The closure ramp 210 comprises longitudinal structural members 218 andlateral structural members 220. The structural members are more clearlyillustrated in FIG. 20.

The closure ramp 210 may be used with the primary section 42. When usedwith the primary section 42 it is not necessary to use a ramp section 44as the closure ramp 210 takes the place of the ramp section 44.

In FIG. 21 there is illustrated a generic ramp section 224 having asurface deck 226 and underneath the surface decks 226 a soundattenuation means 228. On the upper and inner end of the ramp section224 there is a structural framework 230.

Spaced inwardly and apart from the sound attenuation means 228 is abaffle 232. Depending downwardly from the baffle 232 is a dust skirt234.

The baffle 232 and the dust skirt 234 assist in decreasing the noise andthe amount of dust escaping from underneath the ramp section 224 when aprimary section or an air dock is elevated off of the lower surroundingarea 134 by means of compressed gas. Naturally, in the use of compressedgas to elevate a supporting structure some gas will escape. With the useof gas at approximately 20 psi the escaping gas will move small objectssuch as pebbles, broken glass, bits of metal and the like. Further, thisescaping gas will move 1 1 dust and the like. The baffle 232 and thedust skirt 234 prevent the movement of a considerable number of smallobjects such as pebbles, glass and metal, and further assist indecreasing the blowing up of the dust. In effect, they provide asettling chamber or an expansion chamber in which the dust can settle.

Now, in regard to the sound attenuation means 228 the escaping gas willmake a considerable noise and to lessen this noise there is provided asound attenuation means which baffles the noise. This makes it possiblefor people working around the air dock to have more pleasant workingconditions.

The generic ramp section 224 is used in its broadest sense as a similarstructure that can be used for the ramp section 44, the relief ramp 52or the relief ramp 54. In the ramp section 44, the relief ramp 52, therelief ramp 48, and the closure ramp 210 there may be provided a bafflesuch as baffle 232, a dust skirt such as dust skirt 234, and a soundattenuation means such as sound attenuation means 228.

in FIGS. 22 and 23 there is illustrated an emergency quick dump valve240.

The emergency quick dump valve 240 is positioned in the primary section42 and also with respect to the air-tight base 106. It is seen thatthere are the lateral beams 84. Also, in FIG. 22 it is seen that thereis the circumscribing main l-beams 242. The l-beams 242 extend belowl-beams 84.

In the air-tight base 106 there is a passageway 244. A housing 246 titsin this passageway so as to be air tight with respect to the passageway244, as is illustrated in H65. 22 and 23. The housing 246 has acircumscribing lip 248.

The housing 246, above the air-tight base 106, has a plurality ofopenings 250.

There is a rod 252 which extends through an opening in the upper part ofthe housing 246. On the upper end of the rod 252 there is an iron coreor a soft iron member 254. it is seen that the iron member 254 ispartially housed in a solenoid 256.

On the lower end of the rod or shaft 252 there is a valve plate 258. Thevalve plate 258 mates or seats on the circumscribing lip 248.

In FIG. 23 it is seen that the valve plate 258 is faced or in contactwith the circumscribing lip 248 so that the valve 240 is closed. lnother words, the compressed gas under the primary section 42 cannotescape through the valve 240. Also, in FIG. 23 the solenoid is notactuated.

Now, in FIG. 22 the solenoid 256 has been actuated so that the iron core254 has been drawn into the solenoid and the valve plate 258 has beenlowered downwardly from the valve housing 246 and the valve plate ismoved away from the circumscribing lip 248. The compressed gas under theprimary section 42 can escape between the valve plate 258 and thecircumscribing lip 248 and out through the openings 250 in the housing246. Pressure in the air-tight base 106 is thus released and the primarysection 42 is no longer supported by the pressure in air-tight base 106.

At certain times it may be necessary to suddenly stop the air dock 40 orthe primary section 42 as it is being towed or moved on the air cushionunderneath the air dock or the primary section. An easy way to stop themovement of the air dock or the primary section is to let the aircushion escape so that the air dock or primary section settles onto thelower surrounding area.

This is readily accomplished by opening the valve 240 so the compressedgas can escape.

In FIG. 24 there is illustrated a pressure control system 270 comprisinga source 86 of compressed gas. The compressed gas in 86 may be at apressure of approximately l,500 psi. A line 272 connects with 86 andalso connects with a manual shut-off valve 274. The manual shut-offvalve by means of a line 276 connects with a first gas reducing means278. The first gas reducing means 278 reduces the pressure of the gasfrom approximately 1,500 psi to a pressure in the range of about 90 topsi.

There connects with the line 276 a manual control valve 280. The valve280 by means of a line 282 connects with a line 276. The valve 280controls the recharging of the gas into the container 86. The valve 280by means of a line 284 connects with the source of high pressure gas forrecharging the container 86.

The first pressure reducer for the gas, 278, by means of a line 286connects with a solenoid control valve 288.

A control valve 290 by means of a line 292 connects with a line 286. Thevalve 290 by means of a line 294 connects with the starting engine forthe aircraft engine. The manual control valve 290 controls the flow ofgas to the starting engine.

The solenoid valve 288 by means of a line 296 connects with a secondpressure reducing means 298. The pressure reducing means 298 reduces thepressure from the range of approximately 90 to 100 psi to approximately20 psi.

A line 300 connects with a line 296 and also connects with the quickconnect and disconnect fittings 302.

The second pressure reducing means 298 by means of a line 304 connectswith a manual control valve 306. The valve 306 is a dual control valvewhich controls the flow of air underneath the primary section 42 and tothe recessed portion of said primary section and also controls a highpressure operating air for the system.

The line 300 by means of a line 308 connects with the dual control valve306.

The dual control valve 306 by means of a line 310 connects with a vortexamplifier 312.

The dual control valve 306 by means of a line 314 connects with amono-stable proportional amplifier 316.

The mono-stable proportional amplifier 316 by means of a line 318connects with a vortex amplifier 312. Also, the mono-stable amplifier316 by means of a line 320 connects with the vortex amplifier 312. Inthe line 320 there is a check valve 322. Also, between the lines 318 and320 there is a line 324. In the line 324 there is a check valve 326.

The check valve 322 prevents the flow of gas from the vortex amplifier312 to the mono-stable proportional amplifier 316. Further, the checkvalve 326 prevents the flow of gas from the line 320 to the line 318.

A line 330 connects with the line 320 and also connects with the timedelay unit 332. The time delay unit 332 connects with the dual control306 by means of a line 334.

A line 336 connects with the vortex amplifier 312 and also with themono-stable proportional amplifier 316. A line 338 connects with theline 336 and also connects with the air-tight base 106 of the primarysection 42.

In FIG. 24 it is seen, schematically illustrated, that the emergencyquick dump valve 240 connects with the air-tight base 106.

Now, the solenoid control 288 electrically connects with the emergencyquick dump valve 240 so that when the quick dump valve 240 opens thesolenoid valve 288 closes so as to stop the waste of compressed gas inthe container 86.

The mono-stable proportional amplifier 316 connects to the atmosphere bymeans of a line 342.

In operation the vortex amplifier 312 controls the flow of compressedgas through line 338 to the air-tight base 106 of the primary section42. For example, if the pressure of the gas underneath the air-tightbase 106 is too low then the flow of gas from the vortex amplifier 312through the line 336 to the mono-stable proportional amplifier 316 isnot sufficient to stop the flow of gas to the vortex amplifier by meansof line 318. This means that there is a greater flow of compressed gasfrom 316 through the line 318 to the vortex amplifier 312 and throughline 338 to the air-tight base 106. Now, when the pressure of thecompressed gas in the air-tight base 106 reaches a sufficient pressurethe flow of gas through line 336 and to the mono-stable proportionalamplifier 316 is sufficiently great to cause the mono-stableproportional amplifier 316 to redirect the flow of the compressed gasfrom line 314 to line 320 and to the vortex amplifier 312 and therebycut down the flow of compressed gas through the line 338 to theair-tight base 106. Then, when the pressure in the airtight base 106falls, the mono-stable proportional amplifier 316 directs the flow ofcompressed gas through the line 318 to the vortex amplifier 312 and fromthe vortex amplifier 312 through the line 338 to the airtight base 106.This is a self-regulating type of system using the mono-stableproportional amplifier 316 and the vortex amplifier 312.

In order to not release a large quantity of compressed gas when thepressure in the air-tight base 106 rapidly falls the time-delay unit 332delays the shifting of the dual control valve 306 so as to cause a fewseconds delay in the flow of gas from the line 304 through the dualcontrol valve 306 and to the vortex amplifier 312. This assists inconserving the amount of compressed gas and also assists in preventing ahunting action taking place by the part of the monostable proportionalamplifier. 316 on the vortex amplifier 312.

In FIG. 26 there is illustrated a ground control system 350 comprisingmany of the components of the pressure control system 270. The samereference numerals will be used for the same components for both thepressure control system 270 and the ground system 350. In the line 304there is a mechanically controlled valve 352. The mechanicallycontrolled valve 352 has a sensing arm 354 which senses the position ofthe lower sur rounding area 134. A line 356 connects with the valve 352and the air-tight base 106.

In FIG. 26 it is seen that the sensing arm 354 controls the state of thevalve 352. Likewise, the position of the primary section 42 with respectto the lower surrounding area 134 controls the position of the sensingarm 354. When the primary section 42 is close to the lower surroundingarea 134 the sensing arm 354 opens the valve 352 so that compressed gascan flow through the line 356 to the air-tight base 106. Now, when theprimary section 42 is elevated away from the lower surrounding area 134the sensing arm 354 is so positioned that the valve 352 is closed andcompressed gas does not flow through the line 356 to the air-tight base106.

In FIG. 25 there is illustrated a leveling system 370. The levelingsystem 370, is symbolically illustrated, and comprises a first singlepole double throw mercury switch 372 and a second single pole doublethrow mercury switch 374.

There are illustrated four vortex amplifiers 312. It is to be understoodthat each of these vortex amplifiers may operate one system forcompressed air leading underneath a primary section to an air-tight base106 or may operate a multiplicity of vortex amplifiers leading toair-tight bases 106. For ease of identification the upper left vortexamplifier 312 will also be give reference numeral 376; the lower leftvortex amplifier 312 will be given reference numeral 378; the lowerright vortex amplifier 312 will be given reference numeral 380; and, theupper right vortex amplifier 312 will be given reference numeral 382.Another way of considering this is that these vortex amplifiers 376,378, 380 and 382 are at approximately four corners of the air dock or atfour corners of a plurality of primary sections. Another way ofconsidering these vortex amplifiers is that vortex amplifier 376 is inthe northwest part; vortex amplifier 378 is in the southwest part;vortex amplifier 380 is in the southeast part; and, vortex amplifier 382is in the northeast part. Each vortex amplifier 312 connects with apneumatic line 338. Similarly, there leads into each vortex amplifier312 a pneumatic line 310, a pneumatic line 318 and a pneumatic line 320.

Between each pneumatic line 318 and 320 there is positioned a pneumaticline 386. In the pneumatic line 386 there is a solenoid control valve388. The purpose of the line 386 is to equalize the pressure between thepneumatic lines 318 and 320. By opening the solenoid control valve 388the pneumatic line 386 allows an equal gaseous pressure between thelines 318 and 320. Then, there is a free flow of gas through thepneumatic line 310 to the vortex amplifier 312 and from the vortexamplifier 312 through the line 338 to the air-tight or gas-tight base106.

The control for the solenoid operated valve 388 is an electrical controlstation 390. The control station 390 comprises the two switches 372 and374.

The switch 374 by means of an electrical line 392 connects with thesolenoid 394 associated with the vortex amplifier 380. Also, thesolenoid 394 controls the valve 388 associated with the vortex amplifier380. The solenoid 394 by means of line 396 connects with the solenoid398. The solenoid 398 is associated with the vortex amplifier 376. Thesolenoid 398 by means of the electrical line 400 connects with theswitch 374. The switch 374 by means of the electrical line 402 connectswith the electrical power source 420 or electrical battery 420.

The switch 372 by means of the electrical line 406 connects with thesolenoid 408. The solenoid 408 controls the valve 388 associated withthe vortex amplifier 378. The solenoid 408 by means of the electricalline 410 connects with the solenoid 412. The solenoid 412 controls thevalve 388 associated with the vortex amplifier 382. The solenoid 412 bymeans of a line 414 connects with the switch 372. The switch 372 bymeans of the electrical line 416 connects with the electrical line 402.

1. An assembly of a primary section and a ramp section, said assemblycomprising: a. said primary section comprising a structural frame: b. anair-tight base; c. an upper surface deck; d. a first means, free ofcontact with the surrounding area, for varying the elevation of saidsection; e. said ramp section comprising a structural frame; f. an uppersurface deck; g. a zero side; h. a connection side; i. a zero end; j. aconnection end; k. said connection side being of greater thickness thansaid zero side; l. said connection end varying in thickness from saidconnection side to said zero side; m. said zero end being ofsubstantially uniform thickness; n. said connection side, in thevicinity of said zero end, varying in thickness from the averagethickness of said connection side to the thickness of said zero end; o.said zero side being of substantially uniform thickness; p. means tojoin said primary section to said ramp section at said connection side;and g. said first means comprising a source of compressed gas and acontrolled release means for said gas for releasing said gas to saidair-tight base.
 2. An assembly of a primary section and a ramp section,said assembly comprising: a. said primary section comprising astructural frame; b. an air-tight base; c. an upper surface deck; d. afirst means free of contact with the surrounding area, for varying theelevation of said section; e. said ramp section comprising a structuralframe; f. an upper surface deck; g. a zero side; h. a connection side;i. a zero end; j. a connection end; k. said connection side being ofgreater thickness than said zero side; l. said connection end varying inthickness from said connection side to said zero side; m. said zero endbeing of substantially uniform thickness; n. said connection side, inthe vicinity of said zero end, varying in thickness from the averagethickness of said connection side to the thickness of said zero end; o.said zero side being of substantially uniform thickness; p. means tojoin said primary section to said ramp section at said connection side;q. said air-tight base having a recess in the central part so that theperimeter of the base defines a depending skirt around said recess; r. aflexible apron positioned in said recess; and, s. said first meanscomprising a self-contained source of compressed gas and a controlledrelease means for said gas for releasing said gas to said recess.
 3. Anassembly of a primary section and a ramp section, said assemblycomprising: a. said primary section comprising a structural frame; b. anair-tight base; c. an upper surface deck; d. a first means, free ofcontact with the surrounding area, for varying the elevation of saidsection; e. said ramp section comprising a structural frame; f. an uppersurface deck; g. a zero side; h. a connection side; i. a zero end; j. aconnection end; k. said connection side being of greater thickness thansaid zero side; l. said connection end varying in thickness from saidconnection side to said zero side; m. said zero end being ofsubstantially uniform thickness; n. said connection side, in thevicinity of said zero end, varying in thickness from the averagethickness of said connection side to the thickness of said zero end; o.said zero side being of substantially uniform thickness; p. means tojoin said primary section to said ramp section at said connection side;q. said primAry section at a second end having a relief ramp; r. saidrelief ramp having a surface deck; and, s. said relief ramp on itsunderneath part having sound attenuation means.
 4. An assembly of aprimary section and a ramp section, said assembly comprising: a. saidprimary section comprising a structural frame; b. an air-tight base; c.an upper surface deck; d. a first means, free of contact with thesurrounding area, for varying the elevation of said section; e. saidramp section comprising a structural frame; f. an upper surface deck; g.a zero side; h. a connection side; i. a zero end; j. a connection end;k. said connection side being of greater thickness than said zero side;l. said connection end varying in thickness from said connection side tosaid zero side; m. said zero end being of substantially uniformthickness; n. said connection side, in the vicinity of said zero end,varying in thickness from the average thickness of said connection sideto the thickness of said zero end; o. said zero side being ofsubstantially uniform thickness; p. means to join said primary sectionto said ramp section at said connection side; g. a second meansconnecting with said ramp section for moving said section.
 5. Anassembly according to claim 4 and comprising: a. said second means beinga tow socket.
 6. An assembly of a primary section and a ramp section,said assembly comprising: a. said primary section comprising astructural frame; b. an air-tight base; c. an upper surface deck; d. afirst means, free of contact with the surrounding area, for varying theelevation of said section; e. said ramp section comprising a structuralframe; f. an upper surface deck; g. a zero side; h. a connection side;i. a zero end; j. a connection end; k. said connection side being ofgreater thickness than said zero side; l. said connection end varying inthickness from said connection side to said zero side; m. said zero endbeing of substantially uniform thickness; n. said connection side, inthe vicinity of said zero end, varying in thickness from the averagethickness of said connection side to the thickness of said zero end; o.said zero side being of substantially uniform thickness; p. means tojoin said primary section to said ramp section at said connection side;q. a control center for an operator for controlling the direction ofmovement of said assembly.
 7. An air dock comprising a plurality of rampsections and a plurality of primary sections: a. each ramp sectioncomprising a structural frame; b. said ramp section having an uppersurface deck secured to said structural frame; c. a zero side; d. aconnection side; e. a zero end; f. a connection end; g. said connectionside being of greater thickness than said zero side; h. said connectionend varying in thickness from said connection side to said zero side; i.said zero end being of substantially uniform thickness; j. saidconnection side, in the vicinity of said zero end, varying in thicknessfrom the average thickness of said connection side to the thickness ofsaid zero end; k. said zero side being of substantially uniformthickness; l. means to join said two ramp sections at adjacent saidconnection ends to form an assembly of ramp sections; m. each primarysection comprising a structural frame; n. said primary section anair-tight base secured to said frame; o. an upper surface deck securedto said frame; p. a first means, free of contact with the surroundingarea, for varying the elevation of said section; q. said primary sectionhaving a first side and a second side, an inner end and an outer end; r.means to join two primary sections at their adjacent inner ends to forman assembly of primary sections; and, s. means to join said assembly oframp sections to said assembly of primary sections with the connectionsides of said ramp sections joined to first sides and the second sidesof said primary sections in said assembly of primary sections to have atleast two primary sections joined at their ends and to have rampsections joined to said primary sections at the sides of the primarysections and with the assembly of primary sections between theassemblies of ramp sections.
 8. An air dock according to claim 7 andcomprising: a. a plurality of said assembly of primary sections betweensaid assembly of ramp sections.
 9. An air dock according to claim 7 andcomprising: a. said first means comprising a source of compressed gasand controlled release means for said gas for releasing said gas to saidair-tight base.
 10. An air dock according to claim 9 and comprising: a.said controlled release means being quick acting for quick cessation ofthe flow of gas from said source of compressed gas; and, b. a quick dumpmeans connecting with said air-tight base for allowing the quick releaseof said gas from said air-tight base.
 11. An air dock according to claim9 and comprising: a. a first means connecting with the source ofcompressed gas for controlling the flow of said gas; b. a second meansconnecting with said first means for a first reduction in the pressureof said gas; c. a third means connecting with the second means for asecond reduction in the pressure of said gas; and, d. a fourth meansconnecting with said third means for controlling the flow of said gas.12. An air dock according to claim 11 and comprising: a. a fifth meansconnecting with said second means and said third means for controllingthe flow of said gas.
 13. An air dock according to claim 12 andcomprising: a. said fifth means connecting with a quick dump means forallowing the escape of said compressed gas after said compressed gas hadflowed past said third means.
 14. An air dock according to claim 11 andcomprising: a. said second means results in a first gas at a firstpressure; b. said third means results in a second gas at a secondpressure; c. a sixth means connecting with said fourth means forcontrolling the flow of said second gas; d. a seventh means connectingwith said first gas at said first pressure for controlling the flow ofsaid first gas; and, e. said seventh means controls said sixth means forcontrolling the flow of said second gas.
 15. An air dock according toclaim 14 and comprising: a. said sixth means in controlling the flow ofsaid second gas at said second pressure produces a third gas at a thirdpressure; b. said seventh means being responsive to the flow of saidthird gas; c. said seventh means having a first outlet and a secondoutlet; and, d. said seventh means through said first outlet and saidsecond outlet controlling said sixth means.
 16. An air dock according toclaim 14 and comprising: a. said fourth means connects with said thirdmeans for controlling the flow of said second gas and connects with saidsecond means for controlling the flow of said first gas; b. said firstgas being a control gas and said second gas being the lifting gas; and,c. said seventh means connects with said fourth means for receiving saidfirst gas.
 17. An air dock according to claim 16 and comprising: a. saidseventh means being responsive to the ambient gaseous pressure; b. saidseventh means being responsive to said third gas at said third pressureand to said ambient gaseous pressure to control the flow of gas throughsaid first outlet and said second outlet.
 18. An air dock according toclaim 11 and comprising: a. an elevation sensing means for said gaseouslifting means for sensing the elevation of said gaseous lifting meanswith respect to the underlying surrounding area; and, b. said elevationsensing means being a transducer for conveying information to the fourtHmeans to control the flow of said gas.
 19. An air dock according toclaim 11 and comprising: a. an elevation sensing means for said gaseouslifting means for sensing the elevation of said gaseous lifting meanswith respect to the underlying surrounding area; and, b. said elevationsensing means controlling said fourth means for controlling the flow ofsaid second gas.
 20. An air dock according to claim 11 and comprising:a. said second means results in a first gas at a first pressure; b. saidthird means results in a second gas at a second pressure; c. anelevation sensing means for said gaseous lifting means for sensing theelevation of said gaseous lifting means with respect to the underlyingsurrounding area; and, d. said elevation sensing means being atransducer for conveying information to the fourth means to control theflow of said second gas.
 21. An air dock according to claim 11 andcomprising: a. said second means results in a first gas at a firstpressure; b. said third means results in a second gas at a secondpressure; c. an elevation sensing means for said gaseous lifting meansfor sensing the elevation of said gaseous lifting means with respect tothe underlying surrounding area; and, d. said elevation sensing meanscontrolling said fourth means for controlling the flow of said secondgas.
 22. An air dock according to claim 11 and comprising: a. a fifthmeans connecting with said second means and said third means forcontrolling the flow of said gas; b. said fifth means connecting with aquick dump means for allowing the escape of said compressed gas aftersaid compressed gas had flowed past said third means; c. an elevationsensing means for said gaseous lifting means for sensing the elevationof said gaseous lifting means with respect to the underlying surroundingarea; and, d. said elevation sensing means being a transducer forconveying information to the fourth means to control the flow of saidgas.
 23. An air dock according to claim 11 and comprising: a. a fifthmeans connecting with said second means and said third means forcontrolling the flow of said gas; b. said fifth means connecting with aquick dump means for allowing the escape of said compressed gas aftersaid compressed gas had flowed past said third means; c. an elevationsensing means for said gaseous lifting means for sensing the elevationof said gaseous lifting means with respect to the underlying surroundingarea; and, d. said elevation sensing means controlling said fourth meansfor controlling the flow of said second gas.
 24. An air dock accordingto claim 9 and comprising: a. source of compressed gas being positionedaway from said plurality of ramp sections and said plurality of primarysections and connecting with said plurality of primary sections.
 25. Anair dock according to claim 9 and comprising: a. said source ofcompressed gas being a compressor on a mobile support.
 26. An air dockaccording to claim 7 and comprising: a. said air-tight base having arecess in the central part so that the perimeter of the base defines adepending skirt around said recess; b. a flexible apron positioned insaid recess; and, c. said first means comprising a self-contained sourceof compressed gas and a controlled release means for said gas forreleasing said gas to said recess.
 27. An air dock according to claim 26and comprising: a. said flexible apron being hinged to said section; b.said flexible apron depending from said section; c. said apron on itslower part having a sealing band for being juxtapositioned with respectto said surrounding area; and, d. said apron and said sealing band beingdirected inwardly and into said recess for moving under said sectionwhen said section is lowered onto said surrounding area.
 28. An air dockaccording to claim 27 and comprising: a. said apron being an endlessflexible apron.
 29. An air dock according to claim 26 and comprising: a.said controlled release means being quick acting for quick cessation ofthe flow of gas from said source of compressed gas; and, b. a quick dumpmeans connecting with said recess for allowing the quick dump of saidgas from said recess for the rapid settling of said primary section tothe surrounding area.
 30. An air dock according to claim 7 andcomprising: a. said section at a second end having a relief ramp; b.said relief ramp having a surface deck; and, c. said relief ramp on itsunderneath part having sound attenuation means.
 31. An air dockaccording to claim 30 and comprising: a. said controlled release meansbeing quick acting for quick cessation of the flow of gas from saidsource of compressed gas; and, b. a quick dump means connecting withsaid recess for allowing the quick dump of said gas from said recess forthe rapid settling of said primary section to the surrounding area. 32.An air dock according to claim 7 and comprising: a. a second meansconnecting with said ramp section for moving said section.
 33. An airdock according to claim 32 and comprising: a. said second means being atow socket.
 34. An air dock according to claim 32 and comprising: a.said second means being a motorized friction drive.
 35. An air dockaccording to claim 34 and comprising: a. a source of electrical energy;b. an electrical motor connecting with said source; c. a ground engagingtraction means; d. said electrical motor connecting with and in drivingrelation with said ground engaging traction means; and, e. a third meansfor varying the elevation of said ground engaging traction means.
 36. Anair dock according to claim 35 and comprising: a. said source ofelectric energy being an electric storage battery; b. a means forconnecting said electric storage battery to an external source ofelectric energy for charging said electric storage battery; and, c. ameans for connecting said electric storage battery to a user ofelectrical energy.
 37. An air dock according to claim 32 and comprising:a. a control center for an operator for controlling the horizontalattitude of said air dock.
 38. An air dock according to claim 7 andcomprising: a. an electric storage battery; b. a means for connectingsaid electric storage battery to an external source of electrical energyfor charging said electric storage battery; and c. a means forconnecting said electric storage battery to said first means to operatesaid first means.
 39. An air dock according to claim 7 and comprising:a. a leveling means for said air dock and comprising: b. a first levelsensing means; c. a second level sensing means; d. said air dockcomprising a plurality of cells for creating an air cushion; and, e.said first and second means controlling the flow of air to said cellsfor controlling the pitch and yaw of said air dock.
 40. An air dockaccording to claim 39 and comprising: a. said plurality of cellscomprising a first cell; b. a second cell; c. a third cell; d. a fourthcell; e. said first sensing means controlling the flow of air to saidfirst and third cells; and, f. said second sensing means controlling theflow of air to said second and fourth cells.
 41. An air dock accordingto claim 40 and comprising: a. said first and second sensing means beingat substantially right angles to each other; b. said first sensing meansbeing on a diagonal between said first and third cells; and, c. saidsecond sensing means being on a diagonal between said second and fourthcells.
 42. An air dock according to claim 40 and comprising: a. saidsensing means comprising single pole double throw mercury switches. 43.An air dock according to claim 41 and comprising: a. said sensing meanscomprising single pole double throw mercury switcheS.
 44. An air dockaccording to claim 7 and comprising: a. a plurality of said assembly ofprimary sections between said assembly of ramp sections; b. saidair-tight base having a recess in the central part so that the perimeterof the base defines a depending skirt around said recess; c. a flexibleapron positioned in said recess; d. said first means comprising aself-contained source of compressed gas and a controlled release meansfor said gas for releasing said gas to said recess; e. said flexibleapron being hinged to said section; f. said flexible apron dependingfrom said section; g. said apron on its lower part having a sealing bandfor being juxtapositioned with respect to said surrounding area; h. saidapron and said sealing band being directed inwardly and into said recessfor moving under said primary section when said primary section islowered onto said surrounding area; i. said apron being an endlessflexible apron; j. a second means connecting with said ramp section formoving said section; k. an electric storage battery; l. a means forconnecting said electric storage battery to an external source ofelectrical energy for charging said electric storage battery; and, m. ameans for connecting said electric storage battery to said controlledrelease means.
 45. A moving pad, said moving pad comprising: a. aprimary section having a structural frame; b. an air-tight base securedto said frame; c. an upper surface deck secured to said frame; d. saidprimary section having a first end, a second end, a first side and asecond side; e. a peripheral relief ramp on said primary section and onsaid first end, said second end, said first side and said second side;f. said peripheral relief ramp having a surface deck; and, g. a firstmeans, free of contact with the surrounding area, for varying theelevation of said moving pad.
 46. A moving pad according to claim 45 andcomprising: a. said first means comprising a source of compressed gasand a controlled release a means for said gas for releasing said gas tosaid air-tight base.
 47. A moving pad according to claim 46 andcomprising: a. said air-tight base having a recess in the central partso that the perimeter of the base defines a depending skirt around saidrecess; and, b. a flexible apron positioned in said recess.
 48. A movingpad according to claim 47 and comprising: a. said flexible apron beinghinged to said section; b. said flexible apron depending from saidsection; c. said apron on its lower part having a sealing band for beingjuxtapositioned with respect to said surrounding area; and, d. saidapron and said sealing band being directed inwardly and into said recessfor moving under said section when said section is lowered onto saidsurrounding area.
 49. A moving pad according to claim 48 and comprising:a. said apron being an endless flexible apron.
 50. A moving padaccording to claim 46 and comprising: a. said relief ramp on itsunderneath part having sound attenuation means.
 51. A moving padaccording to claim 47 and comprising: a. said first means comprising aself-contained source of compressed gas and a controlled release meansfor said gas for releasing said gas to said recess.
 52. A moving padaccording to claim 51 and comprising: a. said controlled relrease meansbeing quick acting for quick cessation of the flow of gas from saidsource of compressed gas; and, b. a quick dump means connecting withsaid air-tight base for allowing the quick release of said gas from saidair-tight base.
 53. A moving pad according to claim 45 and comprising:a. said first means comprising a source of compressed gas positionedaway from said moving pad and connecting with said moving pad.
 54. Amoving pad according to claim 53 and comprising: a. said source ofcompressed gas being a compressor on a mobile support.
 55. A moving padaccording to claim 45 and comprising: a. a second means connecting withsaid moving pad for moving said pad.
 56. A moving pad, said moving padcomprising: a. a plurality of primary sections; b. said primary sectionbeing connected together into an integral unit; c. said primary sectionhaving a structural frame; d. an air-tight base secured to said frame;e. an upper surface deck secured to said frame; f. said primary sectionhaving a first end, a second end, a first side and a second side; g. aperipheral relief ramp on said primary sections and said integral unit;h. said peripheral relief ramp having a surface deck; and, i. a firstmeans, free of contact with the surrounding area, for varying theelevation of said moving pad.
 57. A moving pad according to claim 56 andcomprising: a. said first means comprising a source of compressed gasand a controlled release means for said gas for releasing said gas tosaid airtight base.
 58. A moving pad according to claim 57 andcomprising: a. said airtight base having a recess in the central part sothat the perimeter of the base defines a depending skirt around saidrecess; and, b. a flexible apron positioned in said recess.
 59. A movingpad according to claim 58 and comprising: a. said flexible apron beinghinged to said section; b. said flexible apron depending from saidsection; c. said apron on its lower part having a sealing band for beingjuxtapositioned with respect to said surrounding area; and, d. saidapron and said sealing band being directed inwardly and into said recessfor moving under said section when said section is lowered onto saidsurrounding area.
 60. A moving pad according to claim 59 and comprising:a. said apron being an endless flexible apron.
 61. A moving padaccording to claim 57 and comprising: a. said relief ramp on itsunderneath part having sound attenuation means.
 62. A moving padaccording to claim 58 and comprising: a. said primary sections beingconnected in an end to end relationship.
 63. A moving pad according toclaim 58 and comprising: a. said primary sections being connected in aside by side relationship.
 64. A moving pad according to claim 58 andcomprising: a. said first means comprising a self-contained source ofcompressed gas and a controlled release means for said gas for releasingsaid gas to said recess.
 65. A moving pad according to claim 62 andcomprising: a. said controlled release means being quick acting forquick cessation of the flow of gas from said source of compressed gas;and, b. a quick dump means connecting with said airtight base forallowing the quick release of said gas from said airtight base.
 66. Amoving pad according to claim 56 and comprising: a. said first meanscomprising a source of compressed gas positioned away from said movingpad and connecting with said moving pad.
 67. A moving pad according toclaim 66 and comprising: a. said source of compressed gas being acompressor on a mobile support.
 68. A moving pad according to claim 56and comprising: a. a second means connecting with said moving pad formoving said pad.
 69. A combination of an air dock and a load, saidcombination comprising: a. said air dock comprising a plurality of rampsections and a plurality of primary sections; b. each ramp sectioncomprising a structural frame; c. an upper surface deck secured to saidframe; d. a zero side; e. a connection side; f. a zero end; g. aconnection end; h. said connection side being of greater thickness thansaid zero side; i. said connection end varying in thickness from saidconnection side to said zero side; j. said zero end being ofsubstantially uniform thickness; k. said connection side, in thevicinity of said zero end, varying in thickness from the averagethickness of said connection sidE to the thickness of said zero end; l.said zero side being of substantially uniform thickness; m. means tojoin said two ramp sections at adjacent said connection ends to form anassembly of ramp sections; n. each primary section comprising astructural frame; o. an airtight base secured to said frame; p. an uppersurface deck secured to said frame; q. a first means, free of contactwith the surrounding area, for varying the elevation of said section; r.said primary section having a first side and a second side, an inner endand an outer end; s. means to join two primary sections at theiradjacent inner ends to form an assembly of primary sections; t. means tojoin said assembly of ramp sections to said assembly of primary sectionswith the connection sides of said ramp sections joined to first sidesand the second sides of said primary sections in said assembly ofprimary sections to have at least two primary sections joined at theirends and to have ramp sections joined to said primary sections at thesides of the primary sections and with the assembly of primary sectionsbetween the assemblies of ramp sections; and, u. said load being on saidair dock and supported by said air dock.
 70. A combination according toclaim 69 and comprising a. said first means comprising a source ofcompressed gas and a controlled release means for said gas of releasingsaid gas to said airtight base.
 71. An air dock according to claim 70and comprising: a source of compressed gas being positioned away fromsaid moving pad and connecting with said moving pad.
 72. An air dockaccording to claim 70 and comprising: a. said source of compressed gasbeing a compressor on a mobile support.
 73. A combination according toclaim 69 and comprising: a. said airtight base having a recess in thecentral part so that the perimeter of the base defines a depending skirtaround said recess; b. a flexible apron positioned in said recess; and,c. said first means comprising a self-contained source of compressed gasand a controlled release means for said gas for releasing said gas tosaid recess.
 74. An air dock according to claim 73 and comprising: a.said controlled release means being quick acting for quick cessation ofthe flow of gas from said source of compressed gas; and, b. a quick dumpmeans connecting with said airtight base for allowing the quick releaseof said gas from said airtight base.
 75. A combination according toclaim 69 and comprising: a. said load being an airplane.
 76. Acombination according to claim 69 and comprising: a. an electric storagebattery; b. a means for connecting said electric storage battery to anexternal source of electrical energy for charging said electric storagebattery; and, c. a means for connecting said electric storage battery toa user of electrical energy.
 77. A combination according to claim 69 andcomprising: a. a plurality of said assembly of primary sections betweensaid assembly of ramp sections; b. said airtight base having a recess inthe central part so that the perimeter of the base defines a dependingskirt around said recess; c. a flexible apron positioned in said recess;d. said first means comprising a self-contained source of compressed gasand a controlled release means for said gas for releasing said gas tosaid recess; e. said flexible apron being hinged to said section; f.said flexible apron depending from said section; g. said apron on itslower part having a sealing band for being juxtapositioned with respectto said surrounding area; h. said apron and said sealing band beingdriected inwardly and into said recess for moving under said sectionwhen said section is lowered onto said surrounding area; i. said apronbeing an endless flexible apron; j. a second means connecting with saidramp section for moving said section; k. an electric storage baTtery; l.a means for connecting said electric storage battery to an externalsource of electrical energy for charging said electric storage battery;and, m. a means for connecting said electric storage battery to a userof electrical energy.
 78. An air dock according to claim 69 andcomprising: a. said primary section at a second end having a relieframp; b. said relief ramp having a surface deck; and, c. said relieframp on its underneath part having sound attenuation means.
 79. An airdock according to claim 77 and comprising: a. said controlled releasemeans being quick acting for quick cessation of the flow of gas fromsaid source of compressed gas; and, b. a quick dump means connectingwith said recess for allowing the quick dump of said gas from saidrecess for the rapid settling of said primary section to the surroundingarea.
 80. An air dock according to claim 69 and comprising: a. a secondmeans connecting with said ramp section for moving said section.
 81. Anair dock according to claim 80 and comprising: a. said second meansbeing a tow socket.
 82. An air dock according to claim 80 andcomprising: a. said second means being a motorized friction drive. 83.An air dock according to claim 82 and comprising: a. a source ofelectrical energy; b. an electrical motor connecting with said source;c. a ground engaging traction means; d. said electrical motor connectingwith an in driving relation with said ground engaging traction means;and, e. a third means for varying the elevation of said ground engagingtraction means.
 84. An air dock according to claim 80 and comprising: a.a control center for an operator for controlling the horizontal attitudeof said air dock.
 85. An air dock according to claim 69 and comprising:a. a first means connecting with the source of compressed gas forcontrolling the flow of said gas; b. a second means connecting with saidfirst means for a first reduction in the pressure of said gas; c. athird means connecting with the second means for a second reduction inthe pressure of said gas; and, d. a fourth means connecting with saidthird means for controlling the flow of said gas.
 86. An air dockaccording to claim 85 and comprising: a. a fifth means connecting withsaid second means and said third means for controlling the flow of saidgas.
 87. An air dock according to claim 86 and comprising: a. said fifthmeans connecting with a quick dump means for allowing the escape of saidcompressed gas after said compressed gas has flowed past said thirdmeans.
 88. An air dock according to claim 85 and comprising: a. saidsecond means results in a first gas at a first pressure; b. said thirdmeans results in a second gas at a second pressure; c. a sixth meansconnecting with said fourth means for controlling the flow of saidsecond gas; d. a seventh means connecting with said first gas at saidfirst pressure of controlling the flow of said first gas; and, e. saidseventh means controls said sixth means for controlling the flow of saidsecond gas.
 89. An air dock according to claim 88 and comprising: a.said sixth means in controlling the flow of said second gas at saidsecond pressure produces a third gas at a third pressure; b. saidseventh means being responsive to the flow of said third gas; c. saidseventh means having a first outlet and a second outlet; and, d. saidseventh means through said first outlet and said second outletcontrolling said sixth means.
 90. An air dock according to claim 88 andcomprising: a. said fourth means connects with said third means forcontrolling the flow of said second gas and connects with said secondmeans for controlling the flow of said first gas; b. said first gasbeing a control gas and said second gas being the lifting gas; and, c.said seventh means connects with said fourth means for receiviNg saidfirst gas.
 91. An air dock according to claim 90 and comprising: a. saidseventh means being responsive to the ambient gaseous pressure; and, b.said seventh means being responsive to said third gas at said thirdpressure and to said ambient gaseous pressure to control the flow of gasthrough said first outlet and said second outlet.
 92. An air dockaccording to claim 91 and comprising: a. said sixth means being apneumatic vortex amplifier; and, b. said seventh means being a pneumaticmono-stable proportional amplifier.
 93. An air dock according to claim85 and comprising: a. an elevation sensing means for said gaseouslifting means for sensing the elevation of said gaseous lifting meanswith respect to the underlying surrounding area; and, b. said elevationsensing means being a transducer for conveying information to the fourthmeans to control the flow of said gas.
 94. An air dock according toclaim 85 and comprising: a. an elevation sensing means for said gaseouslifting means for sensing the elevation of said gaseous lifting meanswith respect to the underlying surrounding area; and, b. said elevationsensing means controlling said fourth means for controlling the flow ofsaid second gas.
 95. An air dock according to claim 85 and comprising:a. said second means results in a first gas at a first pressure; b. saidthird means results in a second gas at a second pressure; c. anelevation sensing means for said gaseous lifting means for sensing theelevation of said gaseous lifting means with respect to the underlyingsurrounding area; and, d. said elevation sensing means being atransducer for conveying information to the fourth means to control theflow of said second gas.
 96. An air dock according to claim 85 andcomprising: a. said second means results in a first gas at a firstpressure; b. said third means results in a second gas at a secondpressure; c. an elevation sensing means for said gaseous lifting meansfor sensing the elevation of said gaseous lifting means with respect tothe underlying surrounding area; and, d. said elevation sensing meanscontrolling said fourth means for controlling the flow of said secondgas.
 97. An air dock according to claim 85 and comprising: a. a fifthmeans connecting with said second means and said third means forcontrolling the flow of said gas; b. said fifth means connecting with aquick dump means for allowing the escape of said compressed gas aftersaid compressed gas had flowed past said third means; c. an elevationsensing means for said gaseous lifting means for sensing the elevationof said gaseous lifting means with respect to the underlying surroundingarea; and, d. said elevation sensing means being a transducer forconveying information to the fourth means to control the flow of saidgas.
 98. An air dock according to claim 85 and comprising: a. a fifthmeans connecting with said second means and said third means forcontrolling the flow of said gas; b. said fifth means connecting with aquick dump means for allowing the escape of said compressed gas aftersaid compressed gas has flowed past said third means; c. an elevationsensing means for said gaseous lifting means for sensing the elevationof said gaseous lifting means with respect to the underlying surroundingarea; and, d. said elevation sensing means controlling said fourth meansfor controlling the flow of said second gas.
 99. An air dock accordingto claim 69 and comprising: a. a leveling means for said air dock andcomprising: b. a first level sensing means; c. a second level sensingmeans; d. said air dock comprising a plurality of cells for creatingsaid air cushion; and, e. said first and second means controlling theflow of air to said cells for controlling the pitch and yaw of said airdock.
 100. An air dock according to claim 99 and comprising: a. a firstcellS; b. a second cell; c. a third cell; d. a fourth cell; e. saidfirst sensing means controlling the flow of air to said first and thirdcells; and, f. said second sensing means controlling the flow of air tosaid second and fourth cells.
 101. An air dock according to claim 100and comprising: a. said first and second sensing means being atsubstantially right angles to each other; b. said first sensing meansbeing on a diagonal between said first and third cells; and, C. saidsecond sensing means being on a diagonal between said second and fourthcells.
 102. An air dock according to claim 100 and comprising: a. saidsensing means comprising single pole double throw mercury switches. 103.An air dock according to claim 101 and comprising: a. said sensing meanscomprising single pole double throw mercury switches.